Modeling modernc&nw Covered Hoppers

Transcription

1 Modeling modernc&nw Covered Hoppers By Dave Phillips Presented November Fox Valley division NMRA Prospect Heights IL

2 Modeling Modern C&NW Covered Hoppers Through out the history ofthe C&NW, it had been best known.as being one ofthe major Grainger railroads in the US. The transportation of grain and other bulk food products had always been one ofthe major sources ofrevenue for the C&NW, in some years accounting for 15 to 20 percent ofthe railroad's revenue. While much ofthis traffic would be handled online between many large grain elevators and C&NW served port facilities at Duluth-Superior, Chicago as well as Clinton la, they did participate in the transportation ofexport grain primarily through both the Port of Baltimore as well as various locations along the Gulf Coast. Another large source ofrevenue was the transportation ofvarious aggregate commodities, such as bentonite clay from South Dakota, dry cement from both South Dakota and Iowa, as well as fine silica sand (used in the production ofglass, primarily auto glass) from the Troy Grove area in Illinois. Unlike most of grain traffic, a large percentage of this traffic was destined to offline destinations, so it was never unusual to find these C&NW aggregate cars wandering far from their home rails. Because ofthe large amount oftraffic generated from these product lines, it is not surprising to find that the covered hoppers were the most numerous freight car type found on the C&NW. At the time ofmerger with the UP, the C&NW had a fleet ofnearly freight cars. Ofthis number, nearly ofthese cars, or almost 1/3 of the freight cars in the fleet, were various classes of covered hoppers. The shear number, and variety, ofc&nw covered hoppers makes these cars a natural to be of interest to the modeler. Even ifyou do not necessarily model the C&NW, the sight of 1 or 2 C&NW covered hoppers would never look out ofplace on almost anyone's layout. For those that model the C&NW, I am sure that you will find something of interest that will help give you a better understanding ofthe C&NW freight car fleet. Colors ofthe C&NW covered hoppers Until the early 1970's, the C&NW painted their covered hopper fleet in the traditional gray color that many ofthe US railroads were then utilizing. Starting in 1973, in attempt to differentiate the commodities to be loaded in the covered hoppers, the C&NW implemented a color code formula for the covered hoppers. Generally, covered hoppers that had a FDA approved interior lining (mainly found in cars that hauled malt, sugar, flour and other foodstuffs) were to be painted yellow. Those cars used for bulk grains (and whose interiors were not lined) were to be painted green, with all other covered hoppers were to be painted gray. In 1984, the C&NW developed the "Sunburst" yellow (also known as "Safety" yellow, but much more commonly referred to as "Zito" yellow) for use on all oftheir freight equipment, and the covered hoppers began to emerge from the Clinton repaint shops in this color, regardless ofthe type of interior found in the car. Beginning in the early 1990's, as the lack of colorfastness ofthe "Sunburst" yellow began to become apparent, the C&NW once again began to repaint the covered hopper fleet, once again trying to differentiate the lined and unlined cars. The unlined cars were painted a slightly darker shade ofgreen (which many on the C&NW called "Money" green) and the lined cars were painted in what was called Stagecoach, or "Traditional", yellow. Covered hoppers that were purchased second hand, or were leased for short periods oftime, tended to remain in whatevel,; color they were last in. Ifyou looked at a C&NW grain train in the Fall of 1984, you would find C&NW cars in C&NW green, some in various shades ofgray, a few in the new "Safety" yellow and several in the RI blue (obtained from the RI upon its demise in March of 1980). By 1994, you would find a typical C&NW grain train as being a rainbow of colors. You would find cars in a couple ofdifferent shades ofgreen, both the "Sunburst" and the "Stagecoach" yellow, as well as in RI blue, the Klemme pink and assorted other colors. Lettering on C&NW covered hoppers. As one would expect, the lettering style varied greatly. Generally before 1984 a railroad roman style was used for all lettering. On gray cars, the lettering was black and on the green cars, it would be either yellow or white. The heralds on gray cars were typically white on a black background while on green cars they could be yellow on black, white on black or white on a black bar and red ball. Before 1972, the herald commonly used showed "Chicago" above the bar, and either "Railway" or "System" below the bar. After 1972, the words "Employee" and "Owned" were used in place of"chicago" and "System". In the period from 1984 to 1990, the C&NW changed to a san serif style lettering for reporting marks and data. On the yellow cars, this would be in black. The heralds could be anyone offour styles, although they all had the words "Employee" and

3 "Owned" in the bar and North Western in the ball. The first was a black outline ball and bar with all the lettering in black. The second style would be only the upper and lower bar lines. The third style a complete ball and bar logo with yellow lettering on a black background. The fourth style had white lettering on a red ball and black bar. In late 1990, the lettering on the heralds was again changed back to "Chicago" and "System" as the C&NW was no longer considered to be "Employee Owned". During this change, some ofthe covered hoppers received an outline version ofthe new "System" herald instead ofthe tri-color herald. After 1990, both the san seriflettering style and the white lettering on a black bar and red ball remained, but the size ofthe herald varied as the C&NW Clinton IA shops worked to develop a stencil that allowed the ball and bar logo to look good on a ribbed car. By 1993, the shop had developed such a stencil, so most ofthe cars released after mid 1993 carried the slightly elongated bartricolor logo. Car shops on the C&NW From the mid 1960's through the April 1995 merger with the Union Pacific, almost all ofthe major repair and repainting work preformed on the C&NW freight equipment was done at their shop located in Clinton IA. This was a complete shop that could do both major body work as well as the repainting ofthe cars. This was also the location ofthe system wheel shop and brake shop. This shop also did perform contract repairs and rebuilding for other car owners and railroads as well. Starting in 1992, as the cars were released from the shop, they also received a decal in the shape ofthe state ofiowa with a star showing the location of Clinton. Minor repairs to freight equipment, as well as a 1993 airslide hopper rebuild project, was performed a second, much smaller facility, which was located in Cudahy WI. Modeling tips for C&NW cars. As with modeling almost any prototype, because ofthe wide variety oflettering and painting schemes found on the C&NW, one should use photographs whenever possible when modeling the C&NW. The best source ofinformation for those interested in the modern freight car fleet ofthe C&NW is the Final C&NW Freight Car Roster by Joe Piersen and Ira Kulbersh. Copies ofthis book are available from the C&NWHS, PO Box 1068, North Riverside IL The price is $30.00 including shipping. The Chicago & North Western Historical Society has published several articles on C&NW covered hoppers in their "North Western Lines" magazines: Spring series paired airslides $6.00 Spring series covered hoppers $ No series Bentonite Covered Hoppers $8.00 Copies ofthese magazines are available from the Society at PO Box 1068, North Riverside IL Please include $2.25 postage. CD copies ofearlier "North Western Lines" magazines are available from the Society. Please check the Society website at for prices. These articles are: April 1977 Fall 1986 Winter 1987 Fall bay center flow hoppers The Jumbo Covered hopper fleet Updates to above article Recent Clinton repaints Covered Hoppers Both Microscale and Oddballs Decals make HO scale decals for many ofthe C&NW covered hoppers that you will see during the show. Any ofthe major hobby shops should have them in stock, or you may utilize the NMRA website to link to these companies websites.

4 Chicago & North Western 100 Ton Jumbo Covered Hoppers Year Cubic Feet Load Series Builder Built Length Width Capacity Limit Notes PSC '3/4" 9'11 7/8" ,000Ibs. ex-cgw PSC '63/4" 10'8" ,000Ibs. ex-cgw GATX '11" 10'7" ,000 lbs. ex-cgw GATX '3" 10'7" ,000 lbs. ex-cgw GATX '3" 10'7" ,200 lbs GATX '5" 10'73/8" ,000 Ibs GATX '5" 10'73/8" ,9001bs ACF ' '73/4" ,000 Ibs PSC '03/4" 10'65/8" ,500 Ibs PSC '63/4" 10'8" ,000 lbs PSC '103/4" 10'8" ,0001bs PSC '63/4" 10'8" ,8001bs PSC '63/4" 10'8" ,400 Ibs. TLDX originally ACF '5" 10'8" ,4001bs PSC '4" 10'7" ,200 Ibs PSC '4" 10'75/16" ,900 lbs PSC '4" 10'75/16" ,600 lbs. Leased-Matrix PSC '4" 10'75/16" ,900 lbs PSC '4" 10'5" ,7001bs; FMC '1" 10'53/8" ,000 lbs. Diagram as 17800fJ ACF 'S" 10'8" ,6001bs. Diagram as PSC '4" 10'5" ,200 lbs PSC '4" 10'5" ,100 lbs Ma.ln '0" 10'8" Ibs. Leased-Rex Leasing Ma.ln '9" 10'5" ,000Ibs. Leased-Rex Leasing BFF '0" 10'8" ,000 Ibs. Leased-N.Aunerican In.Sh '0" 10'8" ,000 Ibs. Leased-N. American Ma.ln '0" 10'8" ,000Ibs. Leased-Rex Leasing FMC '9" 10'5" ,000Ibs. Leased-Rex Leasing Various '0" 10'6" ,000Ibs. Leased-Rex Leasing PSC '4" 10'S" ,000 lbs. Ex-Rock Island a) PSC '4" 10'8" ,000 Ibs. Ex-Rock Island b) PSC '4" 10'8" ,000 Ibs. Ex-Rock Island c) PSC '4" 10'8" ,000 Ibs. Ex-Rock Island d) Thrall "4" 10'8" ,000 lbs. Ex-Rock Island e) Builder'S Code Former Rock Island Numbers PSC- Pullman-Standard Company a) CRIP Series GA TX - General American Transportation Corporation b) CRIP Series ACF - American Car and FOlIDdry c) CRIP Series Ma.Jn.- Marine Industries Ltd. d) CRIP Series BFF- Berwick Forge and Fabricating e) CRIP Series In.Sh.- Ingalls Shipbuilding Division oflitton Industries FMC- FMC Corporation Various-(Several Different Builders) Thrall- Thrall Car Manufacturing Page 34 Fall 1986 NORTH WESTERN LINES (reprinted by permission ofc&nwhs)

5 10/01/76 CAR FAX A Sugar, Flour, Malt BBentonite Clay

6 .. (/) a: c( (.) a: w ~ o~ zo _:t: Cc C(W Oa: -Iw a:> 00 u..(.) Wz 0 -IU) zo :::;t-;- Wo co - :;:)z <tw a: W!:: ZC.wO. OlE :E 0 (J!II:: -I :;:) '" ::::;... ~ ::> <= A.,..;... :::. x c= i:il it > E 0 ::e ::e 0 u GENERAL GUIDELINES FOR LOADING BULK COMMODITIES IN loo TON COVERED HOPPER CARS At somt' country points and at other locations when scales are not functioning, it is not possible to deter mine \\;thin the ranges allowed under various tariffs whether overloading penalties or minimum weight charges may be assessed. Through controlled field testing, information has been developed which may assist shippers in their efforts to comply with tariff 'loading rules: and regulations ll,nd thereby avoid penalties for overloading and assessment of mir,imum weight charges. The attached chart and table are offered for your assistance in loading bulk commodities in covered hopper cars. As you know, there are many factors which may substantially affect the ultimate total loaded weight of the commooity: density of the product within the load; evenness or unevenness of the top of the load; existence of pockets or voids; accuracy of measurement of distance from load to bottom of hatch-frame, to name a few. Do not, therefore, regard the chart as an. absolute standard by which you attempt to assure yourself of compliance with tariff mimmum weight requirements or avoidance of tariff overloadiing penalties. The tariffs will be followed and enforced; we are required b law to do so. '. In all mstances it is imperativl' that the commodity be evenly distributed throughout the covered hopper car. Failure to load one end of the car or placing the load unevenly longitudinally tends to cause imbalance problems and ean result in derailments. Remember it 1S the shipper's responsibility to properly load the car and liability to the shipper can result if the car is not pr~perly loaded and causes damage to other lading or railroad property. If you have any questions, do not hesitate to contact your local Damage or Control Supenisor at , or in Chicago at